Buffer for railway cars



Jan. 28, 1930. J. M. HALL ,7 5, 6

BUFFER FOR RAILWAY CARS Filed June 4, 1926 3 Sheets-Sheet l F v 1 I 9Jan. 28, 1930. J. M. HALL BUFFER FOR RAILWAY CARS Filed June 4; 1926 I5Sheets-Shee v v v n w W m Jan. 28,1930. J. M. HALL ,7 6

BUFFER FOR RAILWAY CARS Filed June 4, 1926 3 Sheets-Sheet 3 PatentedJan. 28, 1930 JOSEPH IVE. HALL, OF HAMILTON, ONTARIO,

CANADA, ASSIGNOR TO UNIVERSAL DRAFT GEAR ATTACHMENT CO., .A- CORPORATIONOF ILLINOIS BUFFER FOR RAILWAY CARS Application filed June 4, 1926.Serial No. 113,647.

This invention relates to a buffer for railway cars and moreparticularly to a buffer in which the butting shocks due to trainoperation are absorbed by frictionally engaging elements.

It is the object of this invention to provide an improved buffer of thischaracter which is smoother in action and not only maintains thediaphragms of adjacent cars normally in engagement with each other butalso absorb shocks incident to buffing loads when coupling the cars. i

In the accompanying drawings Figure 1 is a fragmentary side elevation,partly in section of the draft gear of a railway ear equipped with myimproved buffer.

Figure 2 is a top plan view of the same.

Figure 3 is a cross-section thereof taken on line 3 3, Fig. 1.

Figure 4 is a horizontal longitudinal section of the buffer, on anenlarged scale.

Figure 5 is a cross section taken on line 5-5, Figure 4.

Figure 6 is a vertical longitudinal section taken on line 6-6, Fig. 5.

Figure 7 is a horizontal longitudinal section showing a modifiedorganization of my invention.

FigureS is a vertical longitudinal section taken on line 8-8 Fig. 7

Figure 9 is a vertical cross section taken on line 9-9, Fig. 7

Similar characters of reference indicate like parts in the severalfigures of the draw ings.

The numerals 9, 9 represent the central longitudinal sills or beams ofthe car frame, 10 the coupler arranged below the outer ends of thesebeams, and 11 the shock absorbing draft gear which yieldingly connectsthe coupler with the sills. Above the coupler is ar ranged thehorizontal platform plate 12 which forms part of the platform and issupported on the adjacent part of the sills by means of a platform under frame 13. In front of this bracket and above the coupler is arrangedthe horizontal and longitudinally movable diaphragm 1 1 which is adaptedto engage with the corresponding diaphragm. of another car and form ajoint therewith, so as to avoid a gap between opposing cars. Thisdiaphragm may be supported in any well known and approved manner and hasa sliding connection with the plat.- form plate. The space between theouter parts of the sills is adapted to receive a buffer whereby thediaphragm is yieldingly held in its projected position and any shockagainst the diaphragm during service operation is cushioned. This bufferis adapted to be supported on its underside by a cradle 15 connectingthe sills, its rear end is adapted to engage with a fixed abutment orstop 16 secured to the sills, and the movement of the diaphragm istransmitted to the front end of the buffer by a longitudinal movablestem 17 which is guided on the platform under frame, as shown in Fig. 1.

The buffer shown in Figs. 1-6 represents one form of my improvement andas there shown, the same is constructed as follows The numeral 18represents a rear stationary buffer head arranged in the rear end of thebuffer space, and resting with its underside on the cradle while itsrear side engages the rear abutment 16 and its opposite sides engagewith the sills. Within this space near the front end thereof, isarranged a main front movable buffer head 19 which slides lengths wiseon the cradle and guided at its opposite sides between the sills.Arranged centrally between the front and rear buffer heads are two setsof longitudinally movable friction plates 20, 21 which are intercalatedand the members of the front set being adapted to engage at their outerends with the front head 19, and the members of the rear set beingadapted to engage at their outer ends with the rear buffer head 18.

Means are provided for moving said plates lengthwise relatively to oneanother and also press the same tightly together so as to produce africtional resistance therebetween for assisting in absorbing shock,which frictional resistance is combined with a spring resist: ance andwith releasing means for relieving the frictional contact between theplates after each shock absorbing action or compression stroke of thegear.

The means whereby the above result is at.-

tained may be variously organized but in the form shown in Figs. 4, 5and 6 the same are constructed as follows The numerals 22, 23 representfront and rear wedge shoes bearing with the flat inner sides against theopposite outer sides of the two sets of friction plates at the front andrear ends thereof and each provided on its outer side with an inwardlyfacing incline 24 and an outwardly facing incline 25. The outwardlyfacing inclines of the front pair of wedge shoes are engaged by inwardlyconverging inclines 26, formed on a front wedge head 27 engaging withthe inner side of the front bufi'er head, and the outwardly facinginclines of the rear pair of wedge shoes are engaged by the inwardlyconverging inclines 261 on a rear wedge head 29 which engages with theinner side of the rear buffer head. The inner inclines of the front pairof wedge shoes are engaged by the outwardly facing inclines 30 of afront spring seat 31 and the inwardly facing inclines of the rear pairof wedge shoes are engaged by the outwardly facing inclines 32 on a rearspring seat Surrounding the friction plates and hearing at its oppositeends against the inner sides of the spring seats is a main springresistance consisting in this instance of a comparatively heavy helicalspring 34. Each of the spring seats is provided on its opposite sideswith outwardly facing shoulders 35 adapted to engage with inwardlyfacing shoulders 36 on the opposite edges of the outer ends of theadjacent set of friction plates, as shown in Fig. 6. The shoulders 36 ofthe friction plates under certain conditions are also engaged byoutwardly facing shoulders 37 on the wedge heads. The front and rearwedge heads are yieldingly held apart from each other by a releasingspring resistance which in the present instance, consists of two sets ofsprings arranged lengthwise on opposite sides of the main spring, andeach set hearing at its opposite ends against the inner sides of thefront and rear wedge heads and consisting of a light inner sprin 38 anda heavy. outer spring 39 surroun ing the inner spring. Each set ofreleasing springs is retained in place by a rod,40 passing lengthwisethrough the same and the wedge heads, and provided with shoulders 41, 42hearing against the outer sides of the wedge heads, whereby these rodsalso serve to limit the longitudinal expansion of the frictional buffermechanism.

In the front end of the buffer space is ar-' ranged an auxiliary bufferhead 43 which is engaged at its front side by the inner end of thediaphragm stem 17. Between this auxiliary bufler head and the main frontbufl'er head is arranged an auxiliary spring resistance which in thisinstant example, consists of an inner spring 44 and an outer spring 45surrounding the inner spring 44,

and both springs hearing at their front ends against the inner side ofthe auxiliary buffer head and at their rear ends against the outer sideof the front main buffer head. In order to keep the auxiliary springresistance in place, the main front bufl'er head is provided with asocket 46 on its front side which receives the rear ends of theauxiliary springs and the auxiliary buffer head is provided on its rearside with a rearwardly projecting stud 47 which enters the front ends ofthese springs, as shown in Figs. 4 and 5. The auxiliary buffer head isguided on the cradle forming the bottom of the buffer space and it isseparated from the main front buffer head by longitudinal rods 48,arranged on opposite sides of the auxiliary bufler springs and passingthrough the corresponding end portions of the main front and auxiliarybuffer heads and provided at opposite ends with shoulders 49, 50 adaptedto engage respectively with the outer side of the auxiliary buffer headand the inner side of the main front buffer head.

During a moderate buiiing action while operating the train only, theauxiliary spring resistance is compressed more or less and the sameserves to hold the diaphragm in its projected position so as to form atight joint with a companion platform of another car and maintain a safepassage between two cars which are coupled. At such times the two mainbuffer heads are in their fully separated position and spaced from theouter ends of the two sets of friction plates, as shown in Figs. 4 and6.

\Vhen, however, the car is subjected to a severe bufiing blow or actionsufiicient to overcome the auxiliary spring resistance, and also thespring resistance interposed between the main bufl'er heads, then theauxiliary buffer head will be first pressed back until it engages thesocket of the main front buffer head and thereafter the auxiliary andfront buffer head move together toward the rear buffer head.

During the first part of this rearward movement of the front buffer headthe same moves independently of the friction plates until it engageswith the outer ends of the front set of friction plates. During thisindependent rearward movement of the front main buffer head, the frontwedge head moving therewith causes the front wedge shoes due to thewedging engagement between these members, to be pressed inwardly andproduce a tighter frictional engagement between the fFOllt parts of thefriction plates, thereby increasing the frictional resistance to thebackward movement of the friction plates which is imparted to the latterby front buffer during its continued backward movement after the sameare engaged by the front main buffer head.

As the front set of friction plates move backwardly they carry the rearset of friction plates backwardly until the latter engage the rearbutler head and the rear wedge shoes are also carried backwardly byfrictional contact with the friction plates and by the pressure of themain thrust spring, whereby the wedge action between the rear shoes andwedge heads causes an increased pressure of the friction plates againsteach other and accord" ingly increases the frictional resistance of theplates which together with the spring re sistance gradually absorbs theshock to which the car is subjected.

Upon cessation of the buffing action, the releasing springs first movethe front buffer head and wedge head away from the rear wedge head andbuffer head, whereby the wedge shoes are released so as to decrease thelaterally inward pressure of the friction plates against each other andalso permitting the spring seats and wedge shoes to be moved lengthwiseinto normal relaxed position.

During such movement the shoulders 35 of the front spring seat engagewith the shoulders 36 of the front set of friction plates and r draw thesame forwardly into their foremost position and the rear set of platesare also drawn forwardly until their shoulders 36 engage the shoulders35 of the rear spring seat. If, for any reason, the front frictionplates should tend to stick, the same would be forced into theirforemost position by engagement of the shoulders 37 on the front wedgehead with the shoulders 36 of the front friction plates, but the rearset of friction plates would be held against movement to an undue extentwith the front friction plates by engagement of the shoulders 36 of therear set of friction plates with the shoulders 37 of the rear wedgehead.

After the front and rear main buffer heads have been separated theirfullest extent permitted by the stop rods 40, the auxiliary buffer headcontinues its forward movement under the action of the auxiliary springsuntil the buffing mechanism has relaxed as much as is possible.

It will therefore be apparent that a purely spring resistance is offeredby the auxiliary springs when a mild bufling action occurs, but when avery powerful buiiing action takes place, the resistance of the frictionplates and springs associated therewith are added to the auxiliarysprings and this together with the cushioning means associated with thecoupler operates most effectively in securing a smooth action of thedraft gear of the car during train operation.

In order to limit the extent which. the front a nd rear buffer heads canapproach, other stop bars or over solid rods 63 are provided which rodsare mounted lengthwise and loosely in lugs 64 on the sides of the springseats, apd are adapted to be engaged at opposite ends by the bufferheads.

If desired, as shown. in Figs. 7 and 8, the

auxiliary buffer head 51 may be guided or supported and limited in theextent of its forward movement by two longitudinal rods 52 arranged onopposite sides of the main spring and friction plates, and passingthrough the main front and rear buffer heads 5 3, 5a, and also throughthe auxiliary buffer head and provided with front and rear shoulders 55,56, hearing respectively against the front side of the auxiliary bufferhead and the rear side of the rear head. In this construction, the innerspring member 57 of each releasing spring resistance extends through anopening 58 in the front main buffer head and also through openings 59 inthe wedge heads and bears at its front and rear ends against inner sidesof the auxiliary buffer head and the rear buffer head. The coils 57 and571 of each releasing spring resistance are held against buckling by asleeve arranged lengthwise within each spring 57 and surrounding theadjacent rod 52.

The separation of the main front and rear heads is limited by stop rods60 passing hrough the spring seats, wedge heads and main front and rearbuffer heads and provided with shoulders 61, 62 adapted to bear againstthe outer sides of the front and rear buffer heads, as shown in Fig. 8.The method of operation with reference to the structure shown in Figs.7, 8 and 9 is the same as that set forth relative to the structure shownin l6.

I claim as my invention:

1. In combination with the draft sills of a railway car, a diaphragmcarried by said sills, and an abutment member fixed to said sills, abuffer interposed between said diaphragm and abutment member, saidbuffer comprising a rear stationary head, a main front longitudinallymovable head which is movable toward and from the rear head, a group ofintercalated friction plates arranged lengthwise between said front andrear heads and adapted to engage their outer ends, respectively, withthe same, means including cooperating wedge members at each end of saidgroup of plates on opposite sides thereof for creating lateral pressureon said plates upon the rearward movement of said main head, a springresistance, means for releasing said plates after an absorbing action,an auxiliary buffer head arranged in front of said main head and adaptedto be moved backwardly by the diaphragm of the car, and an auxiliaryspring resistance interposed be tween said main and auxiliary heads.

2. A buffer for railway cars comprising a rear stationary head, a mainfront longitudi nally movable head which is movable toward and from therear head, intercalated friction plates arranged lengthwise between saidfront and rear heads and adapted to engage their outer ends,respectively, with the same, means for moving said plates lengthwiserelative to one another and pressing the same tightly together, a springresistance, means for releasing said plates after an absorbing action,an auxiliary buffer head arranged in front of said main head, anauxiliary spring resistance interposed between said main and auxiliaryheads, and means for limiting the forward motion of said auxiliary headrelatively to said main front head, comprising a longitudinal stop rodpassing through said auxiliary and main heads and having shouldersadapted to be engaged by said heads.

3. A buffer for railway cars comprising a rear stationary head, a mainfront longitudinally movable head which is movable toward and from therear head, intercalated friction plates arranged lengthwise between saidfront and rear heads and adapted to engage their outer ends,respectively with the same, means for moving said plates lengthwiserelative to one another and pressing the same tightly together, a springresistance, means for releasing said plates after an absorbing action,an auxiliary butler head arranged in front of said main head and anauxiliary spring resistance interposed between said main auxiliaryheads, said main front head provided with a forwardly opening socketwhich receives the rear end of said auxiliary spring resistance and saidauxiliary buffer head having a rearwardly projecting stud which entersthe front end of said auxiliary sprin resistance.

4. buffer for railway cars comprising a rear stationary head, a mainfront longitudinally movable head which is movable toward and from therear head, intercalated friction plates arranged lengthwise between saidront and rear heads and adapted to engage their outer ends,respectively, with the same, means for moving said plates lengthwiserelative to one another and pressing the same tightly together, a springresistance, means for releasing said plates after an absorbing action,an auxiliary buffer head arranged in front of said main head, anauxiliary spring resistance interposed between said main and auxiliaryheads, said main front head provided with a forwardly opening socketwhich receives the rear end of said auxiliary spring resistance, andsaid auxiliary buffer head having a rearwardly projecting stud whichenters the front end of said auxiL iary spring resistance, and stop rodsarranged lengthwise on opposite sides of said auxiliary springresistance and passing through said auxiliary and main buffer heads andhaving shoulders adapted to engage the same.

In testimony whereof I hereby afiix my signature.

JOSEPH M. HALL.

